appendix f traffic impact assessment...joondalup station, via wanneroo road, and route 389 which...

APPENDIX F TRAFFIC IMPACT ASSESSMENT

Lot 1665, Wanneroo Road, Sinagra Local Structure Plan - Transport Impact Assessment

9 July 2019 Cardno i

Lot 1665, Wanneroo Road, Sinagra

Local Structure Plan - Transport Impact Assessment

CW1011200

Prepared for

Stockland

9 July 2019

.


© Cardno. Copyright in the whole and every part of this document belongs to Cardno and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with Cardno.

This document is produced by Cardno solely for the benefit and use by the client in accordance with the terms of the engagement. Cardno does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

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Contact Information Document Information

Cardno (WA) Pty Ltd

ABN 77 009 119 000

11 Harvest Terrace

West Perth WA 6005

Australia

www.cardno.com

Phone +61 8 9273 3888

Fax +61 8 9486 8664

Prepared for Stockland

Project Name Local Structure Plan -

Transport Impact

Assessment

File Reference CW1011200-TR-R001-D-

TIA-V2BS-SJL.docx

Job Reference CW1011200

Date 9 July 2019

Version Number D

Author(s):

Nuzra Davahir

Graduate Traffic Engineer

Effective Date 9/07/2019

Approved By:

Ray Cook

Manager – Traffic and Transport

Date Approved 9/07/2019

Document History

Version Effective Date Description of Revision Prepared by Reviewed by

A 29/03/19 Structure Plan Upgrade ND SJL

B 18/04/19 For Issue BS SJL

C 06/05/19 For Issue - Final BS SJL

D 09/07/19 For Issue BS SJL


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Table of Contents

1 Introduction 1

1.1 Background 1

2 Existing Situation 2

2.1 Existing Site Context and Land Use 2

2.2 Existing Road Network 4

2.3 Existing Key Intersections 6

2.4 Existing Traffic Volumes 7

2.5 Existing Pedestrian/Cycle Networks 8

2.6 Existing Public Transport Facilities 9

2.7 Crash Assessment 10

3 Changes to Surrounding Transport Network 12

3.1 Wanneroo Road 12

3.2 Local Road Network 12

3.3 Pedestrian / Cycle Networks 13

3.4 Public Transport Services 13

4 Integration with Surrounding Area 14

4.1 Surrounding Attractors/Generators 14

4.2 Proposed Changes to Surrounding Land Uses 14

4.3 Level of Accessibility 15

5 Development Proposal 16

5.1 Proposed Development 16

5.2 Vehicular Access Arrangements 16

5.3 Pedestrian and Cyclist Access 17

6 Analysis of Transport Network 18

6.1 Assessment Years and Time Period 18

6.2 Background Traffic 18

6.3 Traffic Generation 19

6.4 Future Year Traffic Growth 19

6.5 Traffic Distribution and Assignment 20

6.6 Intersection Performance 22

7 Summary and Conclusions 25


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Appendices

Appendix A WAPC Transport Impact Assessment Checklist

Appendix B Site Plan

Appendix C Road Cross Sections

Tables

Road Network Description 5

Existing Mid-block Traffic Volumes (Two-way) 7

Bus Services within the Vicinity of the Site 9

Crash Data of Wanneroo Road between Pinjar Road and Dundebar Road (Midblock Section) 10

Pinjar Road between Wanneroo Road and Carosa Road (Midblock Section) 10

Dundebar Road between Wanneroo Road and Civic Drive (Midblock Section) 10

Wanneroo Road/Pinjar Road Intersection 11

Wanneroo Road/Dundebar Road Intersection 11

Proposed Development Summary 16

WAPC Trip Generation Rates 19

Summary of Estimated Trip Generations 19

Summary of Estimated Trip Generations 19

Level of Service (LOS) Performance Criteria 22

Scenario 1 - SIDRA Results – Wanneroo Road and Site Access Road Intersection 23

Scenario 2 - SIDRA Results – Wanneroo Road and Site Access Road Intersection 24


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Figures

Site Location 2

East Wanneroo Cell 2 Structure Plan No. 4 3

Existing Road Network Surrounding the Site 5

Existing Intersection of Wanneroo Road/Pinjar Road 6

Existing Intersection of Wanneroo Road/Dundebar Road 7

Pedestrian/Cyclist Facilities in the Area Surrounding the Site 8

Public Transport Routes Vicinity of the Site 9

Proposed Structure Plan 12

Wanneroo Town Centre Activity Centre Plan No.90 15

Site Access Location 16

Future Connecting Roads 17

Background Traffic 2019 18

Development Traffic Distribution 20

Existing Traffic with 33% of Residential Development 21

Future Traffic with 100% Completion 21

SIDRA Layout - Wanneroo Road and Site Access Road Intersection 23


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1 Introduction

1.1 Background

Cardno has been commissioned by Stockland to prepare a Transport Impact Assessment (TIA) for the proposed redevelopment of Lot 1665 (1040) Wanneroo Road, located in the suburb of Sinagra, City of Wanneroo.

Specifically, this report aims to assess the impacts of the proposed development upon the adjacent road network, with a focus on access requirements to/from Wanneroo Road and the surrounding local road network.

This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Impact Assessment Guidelines Volume 2 – Planning Schemes, Structure Plans & Activity Centre Plans (2016). The checklist form, included in these guidelines is enclosed in Appendix A.


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2 Existing Situation

2.1 Existing Site Context and Land Use

The proposed development site (the Site) is located on the eastern side of Wanneroo Road, north of Wanneroo Town Centre. The Site currently operates as an Ingham chicken farm, with access via a full movement priority-controlled intersection on Wanneroo Road.

The Site is bounded by Wanneroo Road to the west, vacant bushland to the south, vacant lots and residential dwellings to the north and a nursery to the east.

The location of the Site is illustrated in Figure 2-1.

Site Location

Source: Nearmap (2019)

As shown in Figure 2-2 below, the Site sits within the East Wanneroo Cell 2 Structure Plan area, on the northern boundary of Wanneroo Town Centre.

Site

Dundebar Road


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East Wanneroo Cell 2 Structure Plan No. 4

Source: East Wanneroo Cell 2 (Sinagra) Structure Plan No. 4 (2017)

Site


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2.2 Existing Road Network

Figure 2-3 shows the layout and classification of the roads surrounding the Site.

Road classifications are defined in the Main Roads Functional Hierarchy as follows:

Primary Distributors (light blue): Form the regional and inter-regional grid of MRWA traffic routes and carry large volumes of fast-moving traffic. Some are strategic freight routes, and all are National or State roads. They are managed by Main Roads.

Regional Distributors (red): Roads that are not Primary Distributors, but which link significant destinations and are designed for efficient movement of people and goods within and beyond regional areas. They are managed by Local Government.

District Distributor A (green): These carry traffic between industrial, commercial, and residential areas and connect to Primary Distributors. These are likely to be truck routes and provide only limited access to adjoining property. They are managed by Local Government.

District Distributor B (dark blue): Perform a similar function to “District Distributor A” but with reduced capacity due to flow restrictions from access to and roadside parking alongside adjoining property. These are often older roads with traffic demand in excess of that originally intended. District Distributor A and B roads run between land-use cells and not through them, forming a grid that would ideally be around 1.5 kilometres apart. They are managed by Local Government.

Local Distributors (orange): Carry traffic within a cell and link District Distributors at the boundary to access roads. The route of the Local Distributor discourages through traffic so that the cell formed by the grid of District Distributors only carries traffic belonging to or serving the area. These roads should accommodate buses but discourage trucks. They are managed by Local Government.

Access Roads (grey): Provide access to abutting properties with amenity, safety and aesthetic aspects having priority over the vehicle movement function. These roads are bicycle and pedestrian friendly. They are managed by Local Government.


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Existing Road Network Surrounding the Site

Source: Main Roads Mapping Information Centre (2019)

The characteristics of the surrounding road network are further described in Table 2-1.

Road Network Description

Road Name Road Hierarchy Jurisdiction No. of Lanes

No. of Footpaths

Pavement Width (m)

Posted Speed Limit (km/h)

Wanneroo Road Primary Distributor MRWA 4 2 2 x 7.4 60

Dundebar Road Local Distributor Local govt. 2 2 2 x 4 50

Pinjar Road Distributor B Local govt. 2 1 2 x 7 60

Site


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2.3 Existing Key Intersections

The following key intersections are located within 1km of the site.

> Wanneroo Road/Pinjar Road – Located north of the Site. This intersection is a 3-way signal-controlledintersection. At the intersection, the northern approach provides an 80m left turn pocket (give waycontrolled) and the southern approach provides a 135m right turn pocket (signal controlled). Figure 2-4shows the existing geometry of the intersection.

Existing Intersection of Wanneroo Road/Pinjar Road



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> Wanneroo Road/Dundebar Road – located south of the Site. This intersection is a 3-way signal-controlled intersection. At the intersection, the northern approach provides a 115m left turn pocket (giveway controlled), the southern approach provides a 66m right turn pocket (signal controlled) and theeastern approach provides an 81m left turn pocket (give way controlled). Figure 2-5 shows the existinggeometry of the intersection.

Existing Intersection of Wanneroo Road/Dundebar Road


2.4 Existing Traffic Volumes

Existing traffic volumes and movement data was sourced from Main Roads WA Traffic Data and the City of Wanneroo traffic counts and is presented in Table 2-2 below.

Existing Mid-block Traffic Volumes (Two-way)

Road Name Year of Data

AM Peak Volumes PM Peak Volumes Average Daily Volumes

Wanneroo Road (north of Dundebar Road)

2018 2,401 2,458 35,286

Wanneroo Road (north of Pinjar Road) 2018 1,706 1,754 20,537

Dundebar Road (east of Wanneroo Road)

2018 1,047 875 9,672

Pinjar Road (east of Wanneroo Road) 2018 1,486 1,330 17,240

Source: MRWA SCATS data


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2.5 Existing Pedestrian/Cycle Networks

Existing pedestrian/cycle networks are illustrated in Figure 2-6. Wanneroo Road has a shared path along the eastern side of the road and a pedestrian footpath along the western edge of the road. Similarly, shared paths are also present along Pinjar Road and Dundebar Road.

Pedestrian/Cyclist Facilities in the Area Surrounding the Site

Source: WA Department of Transport (2019)

Site


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2.6 Existing Public Transport Facilities

The existing bus routes within close vicinity of the Site are Route 467 which runs from Whitfords Station to Joondalup Station, via Pearsall, Hocking & Ashby, Route 468 which also runs from Whitfords Station to Joondalup Station, via Wanneroo Road, and Route 389 which runs from Perth Busport to Belgrade Road / Esther Loop. The frequency of the bus services is summarised in Table 2-3.

Bus Services within the Vicinity of the Site

Route Number

Route name Weekday Peak Frequency

Weekend Peak Frequency

389 Perth Busport - Belgrade Road / Esther Loop 10 mins 60 mins

467 Whitfords Station – Joondalup Station, via Pearsall, Hocking & Ashby.

10 mins 60 mins

468 Whitfords Station – Joondalup Station, via Wanneroo Road

10-15 mins 60 mins

Existing bus services can be identified in the network map as shown in Figure 2-7.

Overall the public transport services within the vicinity of the Site is acceptable with a high frequency service

operating during the network’s peak periods.

Public Transport Routes Vicinity of the Site

Source: WA Department of Transport (2018)

Site


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2.7 Crash Assessment

A search of the Main Roads WA Reporting Centre for crash data was made. This search covered all recorded traffic accidents between 1 January 2013 and 31 December 2017 for the following roads:

> Wanneroo Road between Pinjar Road and Dundebar Road (excluding intersections)

> Pinjar Road between Wanneroo Road and Carosa Road (excluding intersections)

> Dundebar Road between Wanneroo Road and Civic Drive (excluding intersections)

> Wanneroo Road/Pinjar Road Intersection

> Wanneroo Road/Dundebar Road Intersection

The results are summarised below in Table 2-4 to Table 2-8.

Crash Data of Wanneroo Road between Pinjar Road and Dundebar Road (Midblock Section)

Type of Crash Fatal Hospital Medical Major Property Damage

Minor Property Damage

Total

Rear End - 2 3 8 8 21

Sideswipe - - - 4 5 9

Hit Object - - 1 1 1 3

Head On - - - 1 - 1

Right Angle - - - 1 1 2

Other - - - 1 1 2

Total 0 2 4 16 16 38

Source: Main Roads WA

Pinjar Road between Wanneroo Road and Carosa Road (Midblock Section)



Total

Rear End - - - - - 0

Sideswipe - - - - - 0

Hit Object - - - - - 0

Head On - - - - - 0

Other - - - - 1 1

Total 0 0 0 0 1 1


Dundebar Road between Wanneroo Road and Civic Drive (Midblock Section)



Total

Rear End - - - 2 1 3

Sideswipe - - - 1 - 1

Hit Object - - - - - 0

Head On - - - 1 - 1

Other - - - - - 0

Total 0 0 0 4 1 5



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Wanneroo Road/Pinjar Road Intersection



Total

Rear End - 1 3 28 18 50

Sideswipe - - 2 - 2

Right Angle - - 3 3

Hit Object - - 1 1 - 2

Right Turn Thru

- 1 1 - - 2

Head On - - - - - 0

Other 1 - - - - 1

Total 1 2 8 31 18 60


Wanneroo Road/Dundebar Road Intersection



Total

Rear End - - 2 16 8 26

Right Angle - - - - 1 1

Hit Object - - - 2 - 2

Head On - - - - - 0

Other - - - - 1 1

Total 0 0 2 18 10 30


A summary of the crash data are as follows:

> One fatality was recorded at the Wanneroo Road/Pinjar Road intersection

> Rear end crashes are the most common type of crash along these road sections and intersections.

> The majority of crashes within the area occur along the midblock sections of Wanneroo Road and the two signalised intersections (Wanneroo Road/Pinjar intersection and Wanneroo Road/Dundebar Road intersection).


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3 Changes to Surrounding Transport Network

3.1 Wanneroo Road

MRWA is generally supportive of a full-movement priority intersection in the vicinity of the location proposed within the proposed structure plan. MRWA have outlined the long-term strategic intent to upgrade Wanneroo Road to six lanes. However, an amendment to the MRS to widen the road reservation areas has not progressed.

3.2 Local Road Network

The proposed structure plan as shown in Figure 3-1 sets out the indicative future road network for the area surrounding area. These linkages have been incorporated within the proposed structure plan. Key linkages include:

> NORTH to Pinjar Road via Floresta Street and Messina Drive

> NORTH to Vincent Road

> EAST to Canna Place

> SOUTH to Dundebar Road via Servite Terrace, Senario Drive and an extension of Civic Drive

> WEST to Wanneroo Road via the existing Site access road.

The City places a high importance on sustainable transport modes (public transport, walking and cycling) and would be seeking high quality cycling facilities, footpaths, street trees etc. to facilitate and encourage non-car modes.

Proposed Structure Plan

Source: Urbis (2019) [ND2271-005-b]


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3.3 Pedestrian / Cycle Networks

The City of Wanneroo Cycle Plan 2018/19 – 2021/22 provides a strategic outline of the City’s future cycling network. The bike plan proposes upgrades to the cycling network surrounding the structure plan area which includes:

> Construction of a shared facility on Pinjar Road between Joondalup Drive and Blackberry Drive.

> Construction of a red asphalt shared path along Dundebar Road between Civic Drive and Griffiths Road.

> Construction of a red asphalt shared path along Wanneroo Road starting at Santa Rosalia Vista and ending at Dundebar Road.

It is anticipated that new roads constructed as part of the development of surrounding land will include cycling facilities generally in accordance with the requirements of Liveable Neighbourhoods. These links will provide convenient walking and cycling connections to Wanneroo Town Centre.

3.4 Public Transport Services

Cardno contacted the Public Transport Authority and was advised that there were changes likely in the area, however it is subject to the road network being completed. Route 467 is likely to be removed from Wanneroo Road and moved further east performing a north south route (potentially) through the subject site still maintaining community access to the Wanneroo Town Centre. Route 468 is on its long-term alignment.


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4 Integration with Surrounding Area

4.1 Surrounding Attractors/Generators

To the south of the Site is the major district centre (Wanneroo Town Centre), comprising of Wanneroo Central Shopping Centre and a variety of retail, food and beverage, recreational and civic land uses. Wanneroo Primary School and St Anthony’s School are also located within this area.

4.2 Proposed Changes to Surrounding Land Uses

The Wanneroo Town Centre Activity Centre Plan No.90 details the proposed land used within the area south of the Site. The proposed land uses consist primarily of residential dwellings with some proposed mixed-use developments. Figure 4-1 shows the proposed land uses.


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Wanneroo Town Centre Activity Centre Plan No.90

Source: City of Wanneroo (2019)

4.3 Level of Accessibility

When the surrounding land is fully developed, the Site will form part of a wholly integrated suburban area with appropriate connections to the regional road network, including Wanneroo Road (direct), Dundebar Road and Pinjar Road, providing vehicular access to and from the Site. Section 5.2 further discusses the different access options.


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5 Development Proposal

5.1 Proposed Development

The proposed structure plan is shown in Appendix B. A summary of the expected development land use yield based on the proposed structure plan is summarised in Table 5-1.

Proposed Development Summary

Land use Yield

Residential Dwelling 650 – 800 dwellings

(710 dwelling used for traffic assessment)

Primary School 450 students

For the purpose of this assessment, it is assumed that the number of students of the primary school will be 450 students based on the standard education department footprint.

5.2 Vehicular Access Arrangements

5.2.1 Wanneroo Road access

The Site currently has full movement, priority-control access to/from Wanneroo Road at the location shown in Figure 5-1. It is proposed that this access will be located further north and upgraded to accommodate the traffic generated by the proposed development.

Site Access Location


Site

Site Access


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5.2.2 Access to Surrounding Road Network

As outlined in Figure 5-2, the proposed structure plan sets out an indicative road network for the Site and surrounding area. The road cross section drawings are attached in Appendix C The plan indicates access to the surrounding road network could be implemented, subject to agreement with the City of Wanneroo and adjacent land owners.

Future Connecting Roads

Source: Urbis (2019)

5.3 Pedestrian and Cyclist Access

Pedestrian and cyclist access has not yet been defined, however it should be provided generally in accordance with the requirements of Liveable Neighbourhoods.


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6 Analysis of Transport Network

6.1 Assessment Years and Time Period

In order to test the adequacy of the road network, particularly the intersection at Wanneroo Road, the following two scenarios have been assessed:

> Scenario 1 – Opening year assuming one third of the residential development is completed.

> Scenario 2 – 10-year growth with full build out of the residential development and the primary school.

6.2 Background Traffic

The background traffic for this assessment has been derived from the latest SCATS data available on the MRWA Traffic Map. The adopted background traffic in year 2019 along Wanneroo Road adjacent to the Site is shown in Figure 6-1.

Background Traffic 2019


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6.3 Traffic Generation

The traffic generation rates in Table 6-1, sourced from the WAPC Transport Assessment Guidelines, have been used to calculate an estimate of the traffic generated in the AM and PM peak periods by the proposed development. Table 6-2 summarises the trip volumes derived from the adopted generation rates.

WAPC Trip Generation Rates

Land Use AM Peak Hour PM Peak Hour

IN Out IN OUT

Residential 0.2 trips per Dwelling 0.6 trips per Dwelling 0.5 trips per Dwelling 0.3 trips per Dwelling

School 0.5 trips per Student 0.5 trips per Student 0.5 trips per Student 0.5 trips per Student

Summary of Estimated Trip Generations


In Out In Out

Residential 142 426 354 213

School 225 225 225 225

TOTAL 367 651 579 438

The Site is expected to generate a total of 1,018 vehicles in the AM peak hour and 1,017 vehicles in the PM peak hour.

Due to the nature of residential development within the Site, 50% of the trips generated by the school are expected to be internal trips within the Site. Hence, a 50% reduction rate has been applied for trip distribution onto the surrounding road network.

For a robust assessment, no reduction rate has been applied to the trips generated by the residential development. The modified trip generation is shown in Table 6-3.

Summary of Estimated Trip Generations


In Out In Out

Residential 142 426 355 213

School 225 225 225 225

TOTAL 367 651 580 438

6.4 Future Year Traffic Growth

According to the MRWA Road Traffic Map, the traffic volume along Wanneroo Road has been experiencing a negative growth rate for the past 5 years. However, for a robust assessment, 0.2% growth rate per annum has been applied for the background traffic along Wanneroo Road.


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6.5 Traffic Distribution and Assignment

The distribution of trips to and from the Site via Wanneroo Road has been estimated based on the potential destination of trips generated. It is expected that a greater proportion of trips generated by the Site will travel south into the Perth CBD or Edgewater Train Station. The estimated distribution is presented in Figure 6-2 with the AM distribution shown in red and the PM distribution shown in blue.

Development Traffic Distribution


6.5.2 Scenario 1

Analysis of the Wanneroo Road / Site Access intersection for 33% of the residential development was undertaken. It assumed that the Wanneroo Road site access road and another internal access road heading north is completed at this stage. It further assumes that the primary school has not yet been constructed.

This scenario assumes that 70% of the traffic generated would use the Site Access Road onto Wanneroo Road and 30% would use the northern access road. Residents using the north access road will be travelling to Pinjar Road north therefore this will not have an impact on the southbound traffic at the Wanneroo Road and Site Access Road intersection. Figure 6-3 shows the expected traffic distribution at the Wanneroo Road / Site Access intersection for the AM and PM peak periods.

Site

30%

70%

70%

30%

AM

PM


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Existing Traffic with 33% of Residential Development

6.5.3 Scenario 2

A 10-year future scenario was considered for a comprehensive assessment. As shown in Figure 6-4 Scenario 2 analyses the intersection with 100% completion of the residential development with all internal access roads completed. These internal access road will provide access to both the north and south of the development. This scenario assumes that the primary school is built and operating.

Future Traffic with 100% Completion


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6.6 Intersection Performance

SIDRA analysis was undertaken at the following intersections to estimate the impact of the development generated traffic on the surrounding transport network:

> Wanneroo Road/Site Access Road

SIDRA results for each approach are presented below in the form of Degree of Saturation (DOS), Average Delay, Level of Service (LOS) and 95th Percentile Queue. These characteristics are defined as follows:

> Degree of Saturation (DOS): is the ratio of the arrival traffic flow to the capacity of the approach during the same period. The theoretical intersection capacity is exceeded for an un-signalized intersection where DOS > 0.80;

> 95% Queue: is the statistical estimate of the queue length up to or below which 95% of all observed queues would be expected;

> Average Delay: is the average of all travel time delays for vehicles through the intersection. An unsignalised intersection can be considered to be operated at capacity where the average delay exceeds 40 seconds for any movement; and

> Level of Service (LOS): is the qualitative measure describing operational conditions within a traffic stream and the perception by motorists and/or passengers. The different levels of service can generally be described as shown in Table 6-4.

Level of Service (LOS) Performance Criteria

LOS Description Signalised Intersection

Unsignalised Intersection

A Free-flow operations (best condition) ≤10 sec ≤10 sec

B Reasonable free-flow operations 10-20 sec 10-15 sec

C At or near free-flow operations 20-35 sec 15-25 sec

D Decreasing free-flow levels 35-55 sec 5-35 sec

E Operations at capacity 55-80 sec 35-50 sec

F A breakdown in vehicular flow (worst condition) ≥80 sec ≥50 sec


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6.6.2 Scenario 1

The following presents the analysis of the Wanneroo Road and Site Access Road intersection. Figure 6-5 is a SIDRA layout representation of the proposed intersection and Table 6-5 shows the SIDRA result of the analysis.

SIDRA Layout - Wanneroo Road and Site Access Road Intersection

Scenario 1 - SIDRA Results – Wanneroo Road and Site Access Road Intersection

Intersection Approach

AM peak PM Peak

DOS Delay (s)

LOS 95% Queue

(m)

DOS Delay (s)

LOS 95% Queue

(m)

SouthEast: Wanneroo Rd (SE)

R 0.17 33.1 D 1.5 0.138 14 B 1.3

T 0.205 0 A 0 0.449 0.1 A 0

NorthEast: Site Access

Rd

L 0.1 9.8 A 1.1 0.032 7.2 A 0.4

R 0.153 32.6 D 1.4 0.14 46.4 E 1.1

NorthWest: Wanneroo Rd (NW)

L 0.006 5.7 A 0.1 0.016 5.8 A 0.2

T 0.4 0.1 A 0 0.22 0 A 0

The SIDRA results for Scenario 1 show that the intersection will operate at an acceptable level of service during the AM Peak and PM Peak Period. The critical movement is expected to be right turn out from the Site, with LoS D during the AM peak and LoS E during the PM Peak.


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6.6.3 Scenario 2

Table 6-6 shows the SIDRA results of the analysis for Scenario 2 where full build out of the residential development and the primary school generated traffic is included.

Scenario 2 - SIDRA Results – Wanneroo Road and Site Access Road Intersection

Intersection Approach

AM peak PM Peak

DOS Delay

(s) LOS

95% Queue

(m) DOS

Delay (s)

LOS 95%

Queue (m)

SouthEast: Wanneroo Rd (SE)

R 0.3 39.9 E 2.8 0.24 16.6 C 2.6

T 0.21 0 A 0 0.46 0.1 A 0

NorthEast: Site Access

Rd

L 0.158 10.1 B 1.8 0.054 6.4 A 0.6

R 0.22 30 D 2 0.308 65.5 F 2.6

NorthWest: Wanneroo Rd (NW)

L 0.015 5.8 A 0.2 0.031 5.9 A 0.3

T 0.409 0.1 A 0 0.247 0 A 0

All vehicles 0.219 2.3 2.8 0.247 2.5 2.6

The SIDRA results for Scenario 2 show that during AM Peak, the critical movement is expected to be the right turn into the Site from Wanneroo Road, with a Delay of 39.9 seconds at LoS E.

During the PM peak, the critical movement is expected to be the right turn out from the Site, onto Wanneroo Road, with a Delay of 65.5 seconds at LoS F. However, this is expected to be primarily due to the high through traffic movements along Wanneroo Road in both directions in the future. Although the delay is significant, it is likely that northbound traffic generated within the Site will try and avoid the delay by redistributing internally and instead use Messina Drive to access Wanneroo Road and Pinjar Road traffic signals.

Further assessment of the intersection functionality will be undertaken at the final stage of subdivision. This assessment will determine any intersection modifications required for the 100% completion of residential development and operation of the school


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7 Summary and Conclusions

This report has been prepared in accordance with the Western Australian Planning Commission (WAPC) Transport Impact Assessment Guidelines Volume 2 – Planning Schemes, Structure Plans & Activity Centre Plans (2016).

The following conclusions have been made in regards to the proposed development:

> The main access to the Site is proposed north of the existing Wanneroo Road/Site Access intersection, retaining full movements under priority control.

> The Site has access to an excellent provision of cycling and pedestrian facilities with shared paths along Wanneroo Road.

> The Site benefits from public transport facilities with Route 467 and Route 468 to Joondalup Station and Route 389 which runs from Perth Busport to Belgrade Road / Esther Loop.

> The Site is expected to generate a total of 1,018 vehicles in the AM peak hour and 1,017 vehicles in the PM peak hour.

> Trip generation and distribution has been undertaken for two development scenarios:

- Scenario 1 – Opening year assuming one third of the residential development is completed.

- Scenario 2 – 10-year horizon with full build out of the residential development and the primary school.

> SIDRA analysis of Scenario 1 has shown that the intersection would generally perform satisfactorily during the AM and PM peak period.

> SIDRA analysis of Scenario 2 has shown that the intersection would experience a delay of approximately 65 seconds and LoS F for northbound traffic, turning right out of the Site at the subject intersection. It is expected that during periods of increased traffic and delay times the vehicles will use alternative routes to exit the Site.


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APPENDIX

WAPC TRANSPORT IMPACT ASSESSMENT CHECKLIST


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Item Provided Comments/Proposals

Summary

Introduction/Background Included in Section 1

Structure plan proposal Included in Section 4

▪ regional context Included in Section 1

▪ proposed land uses Included in Section 1

▪ table of land uses and quantities N/A

▪ major attractors/generators Included in Section 3

▪ specific issues N/A

Existing situation

▪ existing land uses within structure plan Included in Section 1

▪ existing land uses within 800 metres of structure plan area Included in Section 1

▪ existing road network within structure plan area Included in Section 1

▪ existing pedestrian/cycle networks within structure plan area Included in Section 1

▪ existing public transport services within structure plan area Included in Section 1

▪ existing road network within 2 (or 5) km of structure plan area

Included in Section 1

▪ traffic flows on roads within structure plan area (PM and/or AM peak hours)

N/A

▪ traffic flows on roads within 2 (or 5) km of structure plan area (AM and/or PM peak hours)


▪ existing pedestrian/cycle networks within 800m of structure plan area


▪ existing public transport services within 800m of structure plan area


Proposed internal transport networks

▪ changes/additions to existing road network or proposed new road network


▪ road reservation widths N/A

▪ road cross-sections & speed limits N/A

▪ intersection controls Included in Section 2

▪ pedestrian/cycle networks and crossing facilities Included in Section 2

▪ public transport routes Included in Section 2

Changes to external transport networks

▪ road network Included in Section 3


▪ pedestrian/cycle networks and crossing facilities Included in Section 3

▪ public transport services Included in Section 3

Integration with surrounding area

▪ trip attractors/generators within 800 metres Included in Section 3

▪ proposed changes to land uses within 800 metres Included in Section 3

▪ travel desire lines from structure plan to these attractors/generators

N/A

▪ adequacy of external transport networks N/A

▪ deficiencies in external transport networks N/A


CW1011200 | 9 July 2019 | 3

▪ remedial measures to address deficiencies N/A

Analysis of internal transport networks

▪ assessment year(s) and time period(s) Included in Section 6

▪ structure plan generated traffic Included in Section 6

▪ extraneous (through) traffic Included in Section 6

▪ design traffic flows (ie. total traffic) Included in Section 6

▪ road cross-sections N/A


▪ access strategy N/A

▪ pedestrian / cycle networks Included in Section2

▪ safe routes to schools N/A

▪ pedestrian permeability & efficiency Included in Section 2

▪ access to public transport Included in Section 2

Analysis of external transport networks

▪ extent of analysis Included in Section 6

▪ base flows for assessment year(s) Included in Section 6

▪ total traffic flows Included in Section 6

▪ road cross-sections N/A

▪ intersection layouts & controls Included in Section 5

▪ pedestrian/cycle networks Included in Section 2

Conclusions Included in Section 7


CW1011200 | 9 July 2019 | 4


APPENDIX

SITE PLAN

M

E

S

S

IN

A

D

R

IV

E

BA

RC

OO

C

LO

SE

W

A

N

N

E

R

O

O

R

O

A

D

VINCENT ROAD

GR

IF

FIT

HS

R

OA

D

F

L

O

R

E

S

T

A

S

T

R

E

E

T

SPICCIA WAY

S

E

R

V

IT

E

T

E

R

R

A

C

E

APPLICATION AREA

NEIGHBOURHOOD

CONNECTOR ROAD

LOCAL ACCESS STREET

m20 40 60 80 100

1:2000 @ A1 1:4000 @ A3

PROJECTION

DATA SOURCE

PCG94

MNG

Draft Movement Network Plan

Lot 1665 Wanneroo Road, Sinagra

ND2271 16.04.19

09 -

Stockland

Level 14, The Quadrant, 1 William Street | Perth WA 6000 Australia | +61 8 9346 0500 | URBIS Pty Ltd | ABN 50 105 256 228

DISCLAIMER

Copyright by Urbis Pty Ltd. This drawing or parts thereof may not be reproduced for any

purpose or used for another project without the consent of Urbis. The plan must not be

used for ordering, supply or installation and no relevance should be placed on this plan for

any financial dealing of the land. This plan is conceptual and is for discussion purposes

only and subject to further detail study, Council approval, engineering input, and survey.

Cadastral boundaries, areas and dimensions are approximate only. Written figured

dimensions shall take preference to scaled dimensions.

DATE

DRAWING NO. REVISION

PROJECT NO.CLIENT

LEGEND

M

E

S

S

IN

A

D

R

IV

E

BA

RC

OO

C

LO

SE

W

A

N

N

E

R

O

O

R

O

A

D

VINCENT ROAD

GR

IF

FIT

HS

R

OA

D

F

L

O

R

E

S

T

A

S

T

R

E

E

T

SPICCIA WAY

S

E

R

V

IT

E

T

E

R

R

A

C

E

Proposed regional

open space

Boyagin

Park

POS in

accordance

with activity

centre plan

Floresta

Park

To lake

Joondalup

B

To Wanneroo

town centre

To Wanneroo

town centre

To Wanneroo

town centre

To Wanneroo

town centre

APPLICATION AREA

KEY PEDESTRIAN/CYCLE

CONNECTION

BUS STOP

PUBLIC OPEN SPACE

PUBLIC USE: PRIMARY

SCHOOL

B

BUS ROUTE

m20 40 60 80 100

1:2000 @ A1 1:4000 @ A3

PROJECTION

DATA SOURCE

PCG94

MNG

Pathway Plan

Lot 1665 Wanneroo Road, Sinagra

ND2271 30.05.19

10 -

Stockland


DISCLAIMER


purpose or used for another project without the consent of Urbis. The plan must not be

used for ordering, supply or installation and no relevance should be placed on this plan for



Cadastral boundaries, areas and dimensions are approximate only. Written figured

dimensions shall take preference to scaled dimensions.

DATE


PROJECT NO.CLIENT

LEGEND


CW1011200 | 9 July 2019 | 1


APPENDIX

ROAD CROSS SECTIONS

DATE: 31.05.2019JOB NO: ND2271DWG NO: 1REV:

SINAGRA STRUCTURE PLANSTREET SECTIONS

SECTION A-A

SECTION B-B

WANNEROO ROAD

PROJECTION

DATA SOURCE

.

.

DATEREV DESCRIPTION DWN CHK

. . . . .

\\barr

acuda\d

ata

\003 P

roje

cts

\Curr

ent\N

D 2

271 -

Sin

agra

Tow

n P

lannin

g S

erv

ices\0

4 D

esig

n\4

.4 S

ections\0

1S

treets

cape S

ections\N

D2271-

Str

eet S

ections.d

wg

31.0

5.2

019

FA

RA

NA

K F

AR

SH

IDF

AR

_P

DF

_A

3L_M

UR

BIS

_A

3.C

TB

.

.. .

. .

.

.

.

DATE


CLIENT PROJECT NO.

SET DRAWING SCALE


DISCLAIMER


purpose or used for another project without the consent of Urbis. The plan must not beused for ordering, supply or installation and no relevance should be placed on this plan for



Cadastral boundaries, areas and dimensions are approximate only. Written figureddimensions shall take preference to scaled dimensions.

B

B

A

A



SECTION C1-C1

SECTION C2-C2

WANNEROO ROAD

PROJECTION

DATA SOURCE

.

.


. . . . .

\\barr

acuda\d

ata

\003 P

roje

cts

\Curr

ent\N

D 2

271 -

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lannin

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erv

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4 D

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.4 S

ections\0

1S

treets

cape S

ections\N

D2271-

Str

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ections.d

wg

31.0

5.2

019

FA

RA

NA

K F

AR

SH

IDF

AR

_P

DF

_A

3L_M

UR

BIS

_A

3.C

TB

.

.. .

. .

.

.

.

DATE


CLIENT PROJECT NO.

SET DRAWING SCALE


DISCLAIMER






C2C2

C1C1C2C2

C2

C2



SECTION D-D

SECTION E-E

WANNEROO ROAD

PROJECTION

DATA SOURCE

.

.


. . . . .

\\barr

acuda\d

ata

\003 P

roje

cts

\Curr

ent\N

D 2

271 -

Sin

agra

Tow

n P

lannin

g S

erv

ices\0

4 D

esig

n\4

.4 S

ections\0

1S

treets

cape S

ections\N

D2271-

Str

eet S

ections.d

wg

31.0

5.2

019

FA

RA

NA

K F

AR

SH

IDF

AR

_P

DF

_A

3L_M

UR

BIS

_A

3.C

TB

.

.. .

. .

.

.

.

DATE


CLIENT PROJECT NO.

SET DRAWING SCALE


DISCLAIMER






EE

DD

D

D

appendix f traffic impact assessment...joondalup station, via wanneroo road, and route 389 which...

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